The more I chew on the whole P85D, L upgrade, P90DL and performance thing the more I'm under the impression that Tesla is entering yet more uncharted territory. I'm beginning to think that Tesla is defining impulse power from their packs now that they have motor(s) that way far exceed the packs ability to deliver power. Tesla has chosen the path of producing long range electric vehicles using, in part, performance to sell them. These are some of the observations that have be curious- I drove my P85D to the Service Center to test drive a P90DL. I made a point of leaving battery conditioning off as I did not think it applied here in sunny south Florida and the DragTimes guys and others have pretty much determined it does nothing in warmer climates. Anyway, the P90DL felt much quicker then my P85D in short sprints from 30, 40, 60 and 70 mph. I made a point of doing the exact same sprints in my fully charged P85D on the way to the test drive and on the way home to get a back to back to back feeling for the two cars. The difference I felt should exceed the couple of tenths difference the 1/4 mile data would suggest from 40-100 mph. Tesla surely thought they could deliver on the full P85D performance described at launch by the time it came to ship the product. It would seem they failed to do so with the higher end performance and thus the tweet and web page announcement of an OTA update to provide performance at speed not seen outside the factory. That OTA update became the L hardware upgrade. The P90DL has yet to meet the quoted 1/4 mile time in production cars. It appears possible as MotorTrend has tested a car that reliably gets 10s (their words, not mine). Whatever the secret sauce, it has yet to spread amongst current P90DL owners. The P90DLs MotorTrend 1/4 mile times are very good but they are not in agreement with the trap speeds. It would seem power is really being pulled at the end of the run, even more so then the end of a P85D run. All of the above points to Tesla trying to pull off an incredibly difficult balancing act. It also has me wanting to think further outside the ICE box when trying to understand BeV performance. Some forum members are laser focused on the one gear thing being a limiting factor in high end performance. This theory does not jive well with my experience with direct drive RC cars, planes and helicopters that have excellent high speed performance while retaining the capability to strip the plastic gears they use if the soft start function is not employed. There are also numerous electric drag bikes and cars that use a single gear, launch incredibly hard yet have very high trap speeds. In short, the one gear thing may have some impact but I do not believe it is controlling. My thinking is starting to migrate towards impulse capability. If my butt dyno is anywhere near right from my P90DL test drive, the 90DL is capable of doing better 40-80 mph when rolling on from a steady state 40 then it is passing through that range in a 1/4 mile run. This is slightly similar to an air to water intercooler system where the ICE can produce large amounts of power until the cold water in the system is warmed. Once the initial slug of energy is pushed into the water, the charge cooling system efficiency falls off dramatically as does engine power. The battery system may be doing something similar but at a MUCH faster rate. For longevity's sake, you may only be able to pull an XYZ slug of energy out of the pack at any one time without doing damage. If the above is the case, it becomes even harder to truly understand and quantify MS' performance. If anyone has a VBox in the south Florida area, it might be worth doing a bit of testing to see if acceleration numbers are indeed different depending upon the amount of energy that is being extracted during a single run.